A fatigue test device for the anti-roll damper of a double-deck EMU car body

Abstract

The present invention relates to the technical field of fatigue testing of rail vehicle vibration damping devices, and specifically discloses a fatigue testing device for a double-deck EMU car body anti-roll damper, comprising a bottom platform, on which are provided a roll load loading assembly, a front simulated car body assembly, and a rear simulated car body assembly, wherein the front simulated car body assembly is located below the roll load loading assembly, and the rear simulated car body assembly is located horizontally and obliquely to the front simulated car body assembly; the anti-roll damper comprises a front damping portion and a rear damping portion, which are respectively rotatably connected to the front simulated car body assembly and the rear simulated car body assembly and horizontally connected via a tie rod; a simulated roll load is applied to the front damping portion via the roll load loading assembly, and the simulated roll load is transmitted to the rear damping portion via the tie rod, thereby conducting a fatigue test on the car body anti-roll damper. The fatigue testing device of the present invention realizes a technical upgrade from part testing to component testing, and has strong versatility and interchangeability.

Description

Technical Field

[0001] The invention relates to a fatigue test device for an anti-rolling shock absorber of a double-deck EMU car body, belonging to the technical field of fatigue testing of vibration damping devices of rail vehicles. Background Art

[0002] With the continued growth of passenger traffic on my country's high-speed railways, the transport capacity of some high-speed railway lines has begun to become strained. Therefore, the development and use of double-decker EMUs is one of the key means to address the current shortage of high-speed railway capacity. Double-decker EMUs are based on existing EMUs by increasing the height of the car body to accommodate passengers on both upper and lower decks, thereby achieving the goal of increasing transport capacity. As the car body height increases, the vehicle generates greater roll loads. Anti-roll torsion bars installed between the car body bottom and the bogie alone are unable to suppress the vehicle's roll loads. Therefore, it is necessary to install a car body anti-roll device between the two car body layers to improve vehicle safety and comfort.

[0003] At present, the anti-roll devices commonly used in my country's rail vehicles are mainly divided into two types: anti-roll torsion bar system and car body anti-roll damper. The anti-roll torsion bar system is mainly used in existing single-deck EMUs, installed between the bogie and the car body, and adopts a four-point fixing method. The torsional torque of the torsion bar shaft is used to suppress the rolling load of the car body relative to the bogie, so as to achieve the purpose of improving vehicle safety and comfort; and the car body anti-roll damper is usually used in conjunction with the anti-roll torsion bar system, in which the anti-roll torsion bar system is installed at the bottom of the vehicle, and the car body anti-roll damper is installed between the two layers of car bodies and is connected to the diagonal between the upper and lower layers of car bodies in a two-point fixing method. At the same time, the damping force generated by the hydraulic damper is used to consume the excessive rolling load generated between the car bodies, thereby achieving the purpose of further reducing the vehicle roll angle.

[0004] In the prior art, the following patents involve fatigue testing of rail vehicle anti-roll systems:

[0005] 1. The invention patent with the patent number of "201110107736.5" and the patent name of "A three-way coordinated loading test method and device for a torsion bar system" is mainly aimed at the vertical two-way plus horizontal three-way fatigue test of the anti-roll torsion bar of the rail vehicle bogie. The loading method and principle are to use two vertical loading cylinders to apply a set of equal and opposite force rectangles to the connecting rods at both ends of the torsion bar to form a rolling load, and then use horizontal loading oil to apply horizontal positive and negative push and pull displacements to simulate the lateral load of the vehicle to jointly resist the rolling torsion bar for a three-way coordinated loading test.

[0006] 2. The patent number is "202110936654.5", and the patent name is "Device and method for combined loading test of rubber elastic elements of rail vehicles". This solution mainly conducts vertical, horizontal and longitudinal three-way compression and shear composite fatigue tests on needle pressure and shear type rubber spring products. In terms of specific structural implementation, two independent four-column frame systems are used to apply lateral and longitudinal loads respectively.

[0007] However, the structure and bearing principle of the shock absorber itself in the above-mentioned prior art are completely different from the vehicle body shock absorber in this patent, and it is impossible to simulate the working conditions of the shock absorber in this patent to carry out fatigue testing. Therefore, the existing testing technology is difficult to meet the testing requirements of the new vehicle body anti-roll shock absorber. It is necessary to design a new test device and solution to solve the shortcomings of the existing technology. Summary of the Invention

[0008] The purpose of the present invention is to provide a fatigue test device for the anti-roll damper of the double-deck EMU body, so as to be applicable to the fatigue test and detection requirements of the anti-roll damper of the body currently arranged between the two layers of the body. At the same time, the fatigue test device of the present invention can perform fatigue tests on the entire damping component and has strong versatility.

[0009] In order to achieve the above-mentioned purpose, the present invention proposes the following technical solutions: a fatigue test device for the anti-roll shock absorber of a double-deck EMU car body, comprising a bottom platform, on which are provided a roll load loading assembly, a front simulated car body assembly and a rear simulated car body assembly, the front simulated car body assembly being located below the roll load loading assembly, and the rear simulated car body assembly being located on the horizontal oblique side of the front simulated car body assembly; the anti-roll shock absorber comprises a front shock absorber part and a rear shock absorber part which are respectively rotatably connected to the front simulated car body assembly and the rear simulated car body assembly and are horizontally connected through a pull rod, a simulated roll load is applied to the front shock absorber part through the roll load loading assembly, and the simulated roll load is transmitted to the rear shock absorber part through the pull rod, so as to perform a fatigue test on the car body anti-roll shock absorber.

[0010] Preferably, the front simulated vehicle body assembly includes a front support seat; the front shock absorber includes an "L-shaped" front connecting rod located between the front support seats, and the front connecting rod specifically includes a horizontal rod 1 and a vertical rod 1; the connection between the horizontal rod 1 and the vertical rod 1 is rotatably connected to the front support seat through the front connecting seat, and the free end of the horizontal rod 1 and the free end of the vertical rod 1 are rotatably connected to the side roll load loading assembly and the pull rod respectively.

[0011] Preferably, the front simulated vehicle body assembly includes a force-adding part located between the front support seats, and the force-adding part includes, from top to bottom, a force-adding plate, a force-adding rod, and a front connecting head connected to the free end of the horizontal rod; a simulated side rolling load is applied to the force-adding plate through a side rolling load loading assembly, and then the simulated side rolling load is transmitted to the front connecting rod, the pull rod, and the rear shock absorber in turn.

[0012] Preferably, the front support seat includes support seat one and support seat two from left to right, and the front connecting rod is located between support seat one and support seat two; a front spring seat is provided on the inner wall of support seat one on the side away from the force rod, and a front return spring is provided between the upper side end of vertical rod one and the front spring seat.

[0013] Preferably, the front connecting seat includes a front connecting plate fixed on the inner wall of the support seat 1 and tilted toward the bottom of the front spring seat, and a front connecting platform fixed on the front connecting plate, the front connecting platform includes connecting column 1 and connecting column 2, the connection between the horizontal rod 1 and the vertical rod 1 is rotatably connected between the connecting column 1 and the connecting column 2 through a connecting pin; a number of front support rods located below the front connecting platform are passed between the support seat 1, the front connecting plate and the support seat 2, and the two ends of the front support rods are locked on the support seat 1 and the support seat 2.

[0014] Preferably, the rear simulated vehicle body assembly includes a rear support seat, and the rear shock absorber includes an "L-shaped" rear connecting rod arranged between the rear support seats, and the rear connecting rod specifically includes a horizontal rod 2 and a vertical rod 2; the connection between the horizontal rod 2 and the vertical rod 2 is rotatably connected to the rear support seat through the rear connecting seat, and the free end of the vertical rod 2 is rotatably connected to the side of the pull rod away from the vertical rod 1; the free end of the horizontal rod 2 is connected to a damper.

[0015] Preferably, the rear support seat includes support seat three and support seat four from left to right, and the rear connecting rod is located between support seat three and support seat four; a rear spring seat is provided on the side of support seat four away from the damper, and a rear return spring is provided between the upper side end of vertical rod two and the rear spring seat; the rear connecting seat is fixed on support seat four, and a number of rear support rods located below the rear connecting seat are passed through support seat four, the rear connecting seat and support seat three, and both ends of the rear support rods are locked on support seat three and support seat four.

[0016] Preferably, the side of support seat three and support seat four away from the pull rod is respectively connected to suspension support one and suspension support two, and the inner upper part of suspension support one and suspension support two is provided with a suspension beam, the damper is located between suspension support one and suspension support two and the upper end of the damper is suspended on the suspension beam.

[0017] Preferably, an "H-shaped" guide seat is provided between suspension support one and suspension support two and is located below the suspension beam. The piston rod at the lower part of the damper is connected to the upper end of the guide seat, and the free end of horizontal rod two is connected to the lower end of the guide seat; the guide seat can slide up and down along the inner walls of suspension support one and suspension support two.

[0018] Preferably, the side roll load loading assembly includes a frame, an upper crossbeam located at the upper end of the frame, and a guide crossbeam located below the upper crossbeam. A loading cylinder is provided below the upper crossbeam. The lower end of the loading cylinder includes a driving rod and a driving plate that pass through the guide crossbeam from top to bottom and can extend downward to the force plate. The driving plate abuts against the force plate and applies a simulated side roll load to the force plate.

[0019] Beneficial effects of the present invention:

[0020] 1. For a long time, most domestic laboratories have used unidirectional loading or superposition fitting methods to replace the real loading test of the vehicle body anti-roll shock absorber system. Therefore, it is difficult to accurately characterize the fatigue performance of the shock absorber under complex load conditions. In addition, the existing technology often disassembles the shock absorber system into individual traction rods, connecting rods, structural parts and rubber nodes and performs fatigue tests on these parts. This method not only has difficulty in meeting the system loading conditions and solving the interference problem, but also has a long R&D cycle. In addition, it is difficult for a single part to accurately reflect the fatigue performance of the actual installed components. The fatigue testing device of the present invention can systematically load the entire shock absorber component, thereby improving the accuracy of the fatigue data of the vehicle body anti-roll shock absorber under system loading conditions and greatly improving the efficiency of fatigue testing.

[0021] 2. Existing testing equipment is mostly specialized fixtures designed for specific shock absorbers. This is especially true for fatigue testing involving system loading. This makes it difficult to interoperate between different shock absorbers, significantly increasing testing costs. The fatigue testing device in this invention not only addresses the interoperability issue between different testing machines but also meets the installation requirements of different products, thereby reducing costs and increasing efficiency.

[0022] 3. The existing vehicle body anti-roll shock absorber loading is usually tested using a single linear loading method, which is unable to achieve arc motion loading. In order to achieve arc motion loading, the most important thing is to solve the technical problem of product instability during the arc loading movement. The test device in this scheme not only realizes the downward and inward arc motion of the anti-roll shock absorber through the frame, guide seat, suspension support 1, suspension support 2 and guide beam, but also can use the friction of the guide seat and guide beam to prevent the anti-roll shock absorber from instability to the left or right, thereby determining the fatigue stability and reliability of the system.

[0023] 4. The bottom of the traditional vehicle body anti-roll shock absorber is usually fixed to one side support in a cantilever beam manner using universal bolts. This method is only suitable for small load fatigue tests. When the bottom support is subjected to a large load, it will produce lateral deformation to the inside and cannot meet the requirements of large load loading; the test device in the present invention improves the original single-sided force support method into a double-support structure on both sides, specifically, the front support seat includes support seat one and support seat two from left to right, and the rear support seat includes support seat three and support seat four from left to right, and the front support seat and the rear support seat are respectively formed into a frame structure through the front support rod and the rear support rod and the special front locking bolts and the rear locking bolts. This method can not only greatly improve the bearing capacity of the structure, but also greatly improve the stability performance of the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0025] Figure 2 It is a top view of the present invention.

[0026] Figure 3 It is a left view of the present invention.

[0027] Figure 4 It is a schematic diagram of the structure of the front simulated vehicle body component, the rear simulated vehicle body component and the vehicle body anti-roll shock absorber.

[0028] Figure 5 Schematic diagram of the structure of the front simulated vehicle body assembly.

[0029] Figure 6 Schematic diagram of the structure of the post-simulation vehicle body assembly.

[0030] Figure 7 Schematic diagram of the structure of the post-simulation vehicle body assembly.

[0031] Description of reference numerals:

[0032] 1. Bottom platform; 2. Pull rod; 3. Front support seat; 4. Support seat 1; 5. Support seat 2; 6. Front connecting rod; 7. Horizontal rod 1; 8. Vertical rod 1; 10. Front connecting plate; 11. Front connecting platform; 12. Connecting column 1; 13. Connecting column 2; 14. Force plate; 15. Force rod; 16. Front connector; 17. Front spring seat; 18. Front return spring; 19. Connecting pin; 20. Front support rod; 21. Rear support seat; 22. Support seat 3; 23. Support seat 4; 24. Rear connecting rod; 25. Horizontal rod 2; 26. Vertical rod 2 28. Damper; 29. ​​Rear spring seat; 30. Rear return spring; 31. Rear support rod; 32. Suspension support one; 33. Suspension support two; 34. Suspension beam; 35. Guide seat; 36. Piston rod; 37. Frame; 38. Upper beam; 39. Guide beam; 40. Loading cylinder; 41. Drive rod; 42. Drive plate; 43. Displacement sensor; 44. Load sensor; 45. Slide; 46. Front base; 47. Rear base; 48. Front locking nut; 49. Rear locking nut; 50. Weight reduction hole one; 51. Weight reduction hole two; 52. Weight reduction hole three; 53. Upper connecting groove; 54. Lower connecting groove; 55. Slider. DETAILED DESCRIPTION

[0033] The following is combined with Figure 1-7 The present invention is described in further detail.

[0034] Fatigue test device for anti-roll damper of double-deck EMU car body, such as Figure 1 As shown, it includes a bottom platform 1, a plurality of slide grooves 45 are provided on the upper end surface of the bottom platform, and a Figure 1 The roll load loading assembly shown at A, the front simulated vehicle body assembly shown at B, and the rear simulated vehicle body assembly shown at C, the front simulated vehicle body assembly is located below the roll load loading assembly, and the rear simulated vehicle body assembly is located at the horizontal oblique side of the front simulated vehicle body assembly; the anti-roll shock absorber includes a front shock absorber portion and a rear shock absorber portion that are respectively rotatably connected to the front simulated vehicle body assembly and the rear simulated vehicle body assembly, and the front shock absorber portion and the rear shock absorber portion are horizontally connected by a tie rod 2, as shown. Figure 3 As shown, the tie rod 2 is placed obliquely between the front and rear vibration dampers, so as to simulate and implement fatigue testing in which the front and rear vibration dampers are respectively connected at two diagonals between the upper and lower vehicle bodies in actual application conditions by using a two-point fixed method, and the front and rear vibration dampers at the two diagonals are connected by the tie rod 2.

[0035] like Figure 1 and Figure 2As shown, the side rolling load loading assembly includes a frame 37, a slide matching the slide groove 45 is provided at the lower end of the frame 37, and the frame 37 can slide along the slide groove 45 on the bottom platform 1 to adjust its position according to actual needs; an upper crossbeam 38 is provided at the upper end of the frame 37, and a guide crossbeam 39 is provided below the upper crossbeam 38, with both ends fixed to the inner wall of the frame 37. The frame 37 and the guide crossbeam 39 can enhance the stability of the loading of each component during the fatigue test to prevent instability; a loading cylinder 40 is also provided below the upper crossbeam 38 and located above the guide crossbeam 39, and a loading cylinder 40 is provided on the loading cylinder 40. There is a displacement sensor 43, a guide hole is provided in the middle of the guide beam 39, and the lower end of the loading cylinder 40 includes a driving rod 41 that passes through the guide beam 39 from top to bottom and can extend downward along the guide hole. A load sensor 44 is provided on the driving rod 41, and a driving disk 42 is provided at the lower end of the driving rod 41; the loading cylinder 40 applies a rolling load downward so that the driving rod 41 moves downward along the guide hole and applies a simulated rolling load to the front shock absorber part through the driving disk 42, and the simulated rolling load is transmitted to the rear shock absorber part through the pull rod 2, so as to carry out fatigue testing of the vehicle body anti-roll shock absorber.

[0036] like Figure 1 、 4 As shown in Figure 5, the front simulated vehicle body assembly includes a front support seat 3, which is arranged on a front base 46. The lower end of the front base 46 is provided with a slide matched with the slide groove 45, and the front base 46 can slide along the slide groove 45 on the bottom platform 1 according to actual needs to adjust the overall position of the front simulated vehicle body assembly; the front support seat 3 includes a support seat 1 4 and a support seat 2 5 from left to right; the front shock absorber includes an "L-shaped" front connecting rod 6 located between the support seat 1 4 and the support seat 2 5, and the front connecting rod 6 specifically includes a horizontal rod 1 7 and a vertical rod 1 8; the connection between the horizontal rod 1 7 and the vertical rod 1 8 is rotatably connected to the front support seat 3 through the front connecting seat The front connecting seat includes a front connecting plate 10 fixed on the inner wall of the support seat 4 at an angle toward the bottom of the front spring seat 17, and a front connecting platform 11 fixed on the front connecting plate 10. The inclined setting of the front spring seat 17 can match the actual loading requirements of the front shock absorber and keep the vertical rod 8 of the front connecting rod 6 in a vertical state; the front connecting platform 11 includes a connecting column 12 and a connecting column 2 13. The connection between the horizontal rod 7 and the vertical rod 8 is rotatably connected between the connecting column 12 and the connecting column 2 13 through a connecting pin 19; the free end of the horizontal rod 7 and the free end of the vertical rod 8 are rotatably connected to the side roll load loading assembly and the pull rod 2 respectively.

[0037] The front simulated vehicle body assembly includes a force-adding portion located between the front support seats 3, which includes, from top to bottom, a force-adding plate 14, a force-adding rod 15 and a front connecting head 16 fixedly connected to the free end of the horizontal rod 7; the driving plate 42 in the side rolling load loading assembly abuts against the force-adding plate 14 and applies a simulated side rolling load to the force-adding plate 14, and then the simulated side rolling load is transmitted to the front connecting rod 6, the pull rod 2 and the rear shock absorber in turn.

[0038] like Figure 5 As shown, a front spring seat 17 is provided on the inner wall of the support seat 14 on a side away from the boosting rod 15, a front spring connecting buckle is provided on the upper side end of the vertical rod 18, and a front return spring 18 is provided between the front spring seat 17 and the front spring connecting buckle. When the simulated rolling load is removed, the front return spring 18 can restore the front link 6 to its original position; Figure 4 and Figure 5 As shown, a number of front support rods 20 located below the front connecting platform 11 are passed between the support seat 1 4, the front connecting plate 10 and the support seat 2 5. In this embodiment, four front support rods 20 are evenly arranged; both ends of the front support rods 20 are locked to the support seat 1 4 and the support seat 2 5 by front locking nuts 48. The support seat 1 4 and the support seat 2 5 can be formed into a frame structure through the front support rods 20 and the front locking nuts 48 to better support the front connecting rod 6, which can greatly improve the load-bearing performance of the front support seat 3 and ensure the accuracy and stability of the test data and test results.

[0039] like Figure 1 、 4 As shown in , 6, the rear simulated vehicle body assembly includes a rear support seat 21, and the rear support seat 21 is arranged on the rear base 47. The lower end of the rear base 47 is provided with a slide matching the slide groove 45 and the rear base 47 can slide along the slide groove 45 on the bottom platform 1 according to actual needs to adjust the overall position of the rear simulated vehicle body assembly; the rear support seat 21 includes a support seat three 22 and a support seat four 23 from left to right, and the side of the support seat three 22 and the support seat four 23 away from the pull rod 2 is respectively connected with a suspension support one 32 and a suspension support two 33, and the inner upper part of the suspension support one 32 and the suspension support two 33 is provided with a suspension crossbeam 34; the rear shock absorber includes an "L-shaped" rear connecting rod 24 arranged between the support seat three 22 and the support seat four 23, and the rear connecting rod 24 specifically includes a horizontal rod two 25 and a vertical rod two 26. The free end of the vertical rod two 26 is rotatably connected to the side of the pull rod 2 away from the vertical rod one 8, and the self-rotating of the horizontal rod two 25 The damper 28 is connected to the end; the damper 28 is located between the suspension support 1 32 and the suspension support 2 33 and the upper end of the damper 28 is suspended on the suspension beam 34, and an "H-shaped" guide seat 35 is provided between the suspension support 1 32 and the suspension support 2 33 and is located below the suspension beam 34. The piston rod 36 at the lower part of the damper 28 is fixedly connected to the upper connecting groove 53 of the guide seat 35, and the free end of the horizontal rod 2 25 is fixedly connected to the lower connecting groove 54 of the guide seat 35; sliders 55 are provided on both side ends of the guide seat 35 and are slidably connected to the suspension support 1 32 and the suspension support 2 33. The guide seat 35 can slide up and down along the inner walls of the suspension support 1 32 and the suspension support 2 33 through the sliders 55 to adapt to the extension and contraction of the piston rod 36; the guide seat 35, the suspension support 1 32 and the suspension support 2 33 can enhance the stability of the loading of the damper 28 and other components during fatigue testing to prevent instability.

[0040] A rear spring seat 29 is provided on the side of the support seat four 23 away from the damper 28, and a rear return spring 30 is provided between the upper side end of the vertical rod two 26 and the rear spring seat 29. When the simulated rolling load is unloaded, the rear return spring 30 can be used to restore the rear link 24 to its original position; the connection between the horizontal rod two 25 and the vertical rod two 26 is rotatably connected to the rear support seat 21 through the rear connecting seat, and the rear connecting seat is fixed to the inner wall of the support seat four 23. The rear connecting seat includes a rear connecting plate fixed on the inner wall of the support seat four 23 and a rear connecting platform fixed on the rear connecting plate, which is tilted toward the rear spring seat 29. The rear spring seat 29 is tilted The oblique setting can match the actual installation requirements of the rear shock absorber and keep the vertical rod 26 of the rear connecting rod 24 in a vertical state; a number of rear support rods 31 located below the rear connecting seat are passed through the support seat 4 23, the rear connecting seat and the support seat 3 22. In this embodiment, four rear support rods 31 are evenly arranged; the two ends of the rear support rod 31 are locked to the support seat 3 22 and the support seat 4 23 by the rear locking nut 49; the support seat 3 22 and the support seat 4 23 can be formed into a frame structure through the rear support rod 31 and the rear locking nut 49 to better support the rear connecting rod 24 and improve the accuracy and stability of the test.

[0041] like Figure 4 As shown, there is a weight-reducing hole 1 50 on the support seat 1 4 and the support seat 2 5, and a weight-reducing hole 2 51 is provided on the front base 46. Those skilled in the art may also provide a weight-reducing hole 1 50 on the support seat 3 22 and the support seat 4 23, and a weight-reducing hole 2 51 on the rear base 47; at the same time, a weight-reducing hole 3 52 is provided on the suspension support 1 32 and the suspension support 2 33; the weight-reducing hole 1 50, the weight-reducing hole 2 51 and the weight-reducing hole 3 52 can reduce the overall mass of the test device and achieve lightweight requirements, and at the same time, the weight-reducing hole 1 50, the weight-reducing hole 2 51 and the weight-reducing hole 3 52 also facilitate the maintenance and replacement of the device.

[0042] When in use, the loading cylinder 40 is started and the driving rod 41 moves downward, the driving plate 42 abuts against the force plate 14 and applies a rolling load to the driving plate 42, the horizontal rod 17 moves downward and the vertical rod 18 moves upward and transmits the rolling load to the pull rod 2, which drives the vertical rod 26 to move downward. At this time, the horizontal rod 25 pulls the piston rod 36 to move upward; when the rolling load is unloaded, the front connecting rod 6 and the rear connecting rod 24 are restored to their original positions by the front return spring 18 and the rear return spring 30 respectively, and the piston rod 36 moves downward; in this process, the damping force generated by the damper can be used to consume the excessive rolling load.

[0043] Follow the above steps to adjust the load intensity according to the actual situation and repeatedly test the anti-roll shock absorber about 10 million times. During this process, observe and record the usage of each component of the anti-roll shock absorber to complete the fatigue test of the anti-roll shock absorber.

[0044] The above embodiments are merely explanations of the present invention and are not limitations of the present invention. After reading this specification, those skilled in the art may make non-creative modifications to the embodiments of the present invention as needed. However, as long as they are within the scope of the claims of the present invention, they are protected by patent law.

Claims

1. A fatigue test device for a double-deck EMU car body anti-roll damper, comprising a bottom platform (1), characterized in that: The bottom platform (1) is provided with a side rolling load loading component, a front simulated vehicle body component and a rear simulated vehicle body component, wherein the front simulated vehicle body component is located below the side rolling load loading component, and the rear simulated vehicle body component is located on the horizontal oblique side of the front simulated vehicle body component; the anti-roll shock absorber comprises a front shock absorber part and a rear shock absorber part which are respectively rotatably connected to the front simulated vehicle body component and the rear simulated vehicle body component and are horizontally connected via a tie rod (2); a simulated side rolling load is applied to the front shock absorber part via the side rolling load loading component, and the simulated side rolling load is transmitted to the rear shock absorber part via the tie rod (2), thereby performing a fatigue test on the vehicle body anti-roll shock absorber; the front simulated vehicle body component comprises a front support seat (3); the front shock absorber part comprises an "L-shaped" front connecting rod (6) located between the front support seats (3), and the front connecting rod (6) specifically comprises a horizontal rod (7) and a vertical rod One (8); the connection between the horizontal rod one (7) and the vertical rod one (8) is rotatably connected to the front support seat (3) through the front connecting seat, and the free end of the horizontal rod one (7) and the free end of the vertical rod one (8) are rotatably connected to the side roll load loading assembly and the pull rod (2) respectively; the rear simulated vehicle body assembly includes a rear support seat (21), and the rear shock-absorbing part includes an "L-shaped" rear connecting rod (24) arranged between the rear support seats (21), and the rear connecting rod (24) specifically includes a horizontal rod two (25) and a vertical rod two (26); the connection between the horizontal rod two (25) and the vertical rod two (26) is rotatably connected to the rear support seat (21) through the rear connecting seat, and the free end of the vertical rod two (26) is rotatably connected to the side of the pull rod (2) away from the vertical rod one (8); the free end of the horizontal rod two (25) is connected to a damper (28).

2. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 1 is characterized in that: The front simulated vehicle body assembly includes a force-adding portion located between the front support seats (3), and the force-adding portion includes, from top to bottom, a force-adding plate (14), a force-adding rod (15), and a front connecting head (16) connected to the free end of the horizontal rod (7); a simulated side rolling load is applied to the force-adding plate (14) through the side rolling load loading assembly, and the simulated side rolling load is then transmitted to the front connecting rod (6), the pull rod (2), and the rear shock-absorbing portion in sequence.

3. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 2 is characterized in that: The front support seat (3) includes support seat 1 (4) and support seat 2 (5) from left to right, and the front connecting rod (6) is located between support seat 1 (4) and support seat 2 (5); a front spring seat (17) is provided on the inner wall of the support seat 1 (4) on the side away from the boosting rod (15), and a front return spring (18) is provided between the upper side end of the vertical rod 1 (8) and the front spring seat (17).

4. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 3 is characterized in that: The front connecting seat comprises a front connecting plate (10) fixed on the inner wall of the support seat 1 (4) at an angle toward the bottom of the front spring seat (17) and a front connecting platform (11) fixed on the front connecting plate (10), the front connecting platform (11) comprising a connecting column 1 (12) and a connecting column 2 (13), the connection between the horizontal rod 1 (7) and the vertical rod 1 (8) is rotatably connected between the connecting column 1 (12) and the connecting column 2 (13) through a connecting pin (19); a plurality of front support rods (20) located below the front connecting platform (11) are provided between the support seat 1 (4), the front connecting plate (10) and the support seat 2 (5), and the two ends of the front support rods (20) are locked on the support seat 1 (4) and the support seat 2 (5).

5. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 4 is characterized in that: The rear support seat (21) includes support seat three (22) and support seat four (23) from left to right, and the rear connecting rod (24) is located between support seat three (22) and support seat four (23); a rear spring seat (29) is provided on the side of support seat four (23) away from the damper (28), and a rear return spring (30) is provided between the upper side end of vertical rod two (26) and the rear spring seat (29); the rear connecting seat is fixed on support seat four (23), and a plurality of rear support rods (31) located below the rear connecting seat are passed between support seat four (23), the rear connecting seat and support seat three (22), and both ends of the rear support rods (31) are locked on support seat three (22) and support seat four (23).

6. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 5, characterized in that: The support seat 3 (22) and the support seat 4 (23) are connected to a suspension support 1 (32) and a suspension support 2 (33) on the side away from the pull rod (2), respectively. A suspension beam (34) is provided on the inner upper part of the suspension support 1 (32) and the suspension support 2 (33). The damper (28) is located between the suspension support 1 (32) and the suspension support 2 (33), and the upper end of the damper (28) is suspended on the suspension beam (34).

7. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 6 is characterized in that: An "H-shaped" guide seat (35) located below the suspension beam (34) is provided between the first suspension support (32) and the second suspension support (33). The piston rod (36) at the lower portion of the damper (28) is connected to the upper end of the guide seat (35), and the free end of the second horizontal rod (25) is connected to the lower end of the guide seat (35). The guide seat (35) can slide up and down along the inner walls of the first suspension support (32) and the second suspension support (33).

8. The fatigue testing device for the anti-roll damper of the double-deck EMU car body according to claim 7 is characterized in that: The side rolling load loading assembly includes a frame (37), an upper crossbeam (38) located at the upper end of the frame (37), and a guide crossbeam (39) located below the upper crossbeam (38). A loading cylinder (40) is provided below the upper crossbeam (38). The lower end of the loading cylinder (40) includes a driving rod (41) and a driving disk (42) that is provided from top to bottom on the guide crossbeam (39) and can extend downward to the force plate (14). The driving disk (42) abuts against the force plate (14) and applies a simulated side rolling load to the force plate (14).

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